Hub motor arrangement or vehicle with hub motor arrangement

ABSTRACT

A ride-on vehicle, such as for a child, includes a vehicle body and one or more wheels that support the vehicle body relative to a surface. At least one of the wheels includes a hub motor arrangement that provides a drive torque for propelling the vehicle. The hub motor arrangement includes a housing defining an interior space. An axle or other mounting element(s) define an axis of rotation of the housing. Preferably, the axle or other mounting element(s) do not pass completely through the housing. A motor drives the housing through a transmission. Preferably, the motor is a standard, compact motor that is positioned on the axis of rotation and can be laterally offset from a central plane of the housing. In some embodiments, a traction element is carried directly by the housing.

INCORPORATION BY REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 15/498,322, filed Apr. 26, 2017, which is a division of U.S.patent application Ser. No. 14/709,916, filed May 12, 2015, which is acontinuation-in-part of U.S. patent application Ser. No. 14/318,387,filed Jun. 27, 2014, which claims the benefit of priority to U.S.Provisional Application No. 61/974,962, filed Apr. 3, 2014 and U.S.Provisional Application No. 61/904,253, filed Nov. 14, 2013, theentirety of each of which is hereby incorporated by reference herein.

BACKGROUND Field

The present invention relates generally to hub motor arrangements andvehicles incorporating hub motor arrangements.

Description of the Related Art

Hub motor arrangements have been utilized to propel certain types ofvehicles, such as electric bicycles, for example. Such hub motors oftenincorporate custom and/or large electric motor arrangements, whichresults in the hub motor arrangement being heavy and/or expensive.Powered children's vehicles often utilize an electric motor to power oneor more wheels of the vehicle. Providing the vehicle with a desirableoperating experience at a reasonably low cost is often a designobjective for children's vehicles and other vehicles. Whileincorporating a hub motor arrangement would provide advantages in somerespects, existing hub motor arrangements generally are too expensiveand/or heavy for use in children's vehicles.

SUMMARY

Thus, a need exists for improved hub motor arrangements that can beincorporated in children's vehicles, or other smaller, light weightvehicles, and provide desirable performance at a reasonable cost. Somesuch hub motor arrangements utilize a standard “off-the-shelf” motorand/or a traction element that is directly carried by a housing of thehub motor arrangement.

The systems, methods and devices described herein have innovativeaspects, no single one of which is indispensable or solely responsiblefor their desirable attributes. Without limiting the scope of theclaims, some of the advantageous features will now be summarized.

An embodiment involves a ride-on vehicle, such as for a child, whichincludes a vehicle body and one or more wheels that support the vehiclebody relative to a surface. At least one of the wheels includes a hubmotor arrangement that provides a drive torque for propelling thevehicle. The hub motor arrangement includes a housing defining aninterior space and an axis of rotation. A first lateral support memberis supported by the axle and positioned at least partially within theinterior space of the housing. A second lateral support member ispositioned at least partially within the interior space of the housingand spaced from the first lateral support member along the axis ofrotation. A plurality of connecting shafts extend between the firstlateral support member and the second lateral support member. Aplurality of planet gears, each of which is supported on a respectiveone of the plurality of connecting shafts. A sun gear is driven by amotor and drives the plurality of planet gears. A ring gear is driven bythe plurality of planet gears. The ring gear drives the housing forrotation about the axis of rotation.

In some configurations, an axle defines an axis of rotation of thehousing. A first end portion of the axle can be located outside of theinterior space of the housing and a second end portion of the axle canbe located within the interior space of the housing such that the axledoes not pass completely through the housing.

In some configurations, the motor has a first end portion locatedoutside of the interior space of the housing and a second end portionlocated within the interior space of the housing.

In some configurations, a number of the plurality of planet gears equalsa number of the plurality of connecting shafts. However, in otherconfigurations, the number of connecting shafts can be greater than thenumber of planet gears. For example, some connecting shafts can beprovided solely or primarily for structural reasons relating to lateralsupport of the housing and such shafts may not carry a planet gear.

In some configurations, the housing is supported for rotation relativeto the first lateral support member and the second lateral supportmember by a first bearing and a second bearing, respectively. The secondbearing can surround the motor.

In some configurations, the second lateral support member defines apocket and the motor is positioned within the pocket. The first lateralsupport member can define a space and the second end portion of the axlecan be positioned within the space.

In some configurations, the plurality of planet gears are positionedbetween the axle and the motor along the axis of rotation.

In some configurations, the ring gear is a separate component from thehousing. One of the ring gear and the housing can define a plurality ofprotrusions and the other of the ring gear and the housing can define aplurality of recesses that receive the protrusions to drivingly engagethe ring gear and the housing.

In some configurations, the plurality of planet gears is three planetgears. The plurality of connecting shafts can be three connectingshafts.

In some configurations, each of the plurality of connecting shaftsoverlaps both the axle and the motor along the axis of rotation.

In some configurations, the hub motor arrangement includes a tractionelement that contacts the surface on which the vehicle is operated,wherein the traction element is carried directly by the housing.

In some configurations, the housing defines a central plane that isperpendicular to the axis of rotation and the motor is offset from thecentral plane along the axis of rotation.

An embodiment involves a ride-on vehicle, such as for a child, having avehicle body with one or more wheels that support the vehicle bodyrelative to a surface. At least one of the wheels includes a hub motorarrangement that provides a drive torque for propelling the vehicle. Thehub motor arrangement includes a housing defining an interior space andan axis of rotation. The hub motor arrangement includes a firstplurality of planet gears, each of which are supported on a first planetcarrier. The first planet carrier includes a carrier sun gear. The hubmotor arrangement includes a second plurality of planet gears, each ofwhich are supported on a second planet carrier and driven by the carriersun gear. A sun gear is driven by a motor and the sun gear drives thefirst plurality of planet gears. A ring gear is driven by the firstplurality of planet gears and the second plurality of planet gears. Thering gear drives the housing for rotation about the axis of rotation.The motor is coupled for rotation with the ring gear and the housing.

In some configurations, the axle defines an axis of rotation of thehousing. A first end portion of the axle can be located outside of theinterior space of the housing and a second end portion of the axle canbe located within the interior space of the housing such that the axledoes not pass completely through the housing.

In some configurations, the housing is supported for rotation relativeto the axle by a first bearing. The first bearing can support a firstside of the housing and a second end of the housing can be supported bya second bearing at a location spaced from the first bearing along theaxis of rotation. The second bearing can surround a portion of thehousing.

In some configurations, the first plurality of planet gears and thesecond plurality of planet gears are positioned between the axle and themotor along the axis of rotation.

In some configurations, the ring gear is a separate component from thehousing.

In some configurations, a traction element contacts the surface on whichthe vehicle is operated and the traction element is carried directly bythe housing.

In some configurations, the housing defines a central plane that isperpendicular to the axis of rotation and the motor is offset from thecentral plane along the axis of rotation.

In some configurations, the first planet carrier and the axle are formedas a single piece.

In some configurations, the housing has a housing sidewall portionextending perpendicular to the axis of rotation and the ring gear has aring gear sidewall portion. The motor can be positioned within a spacedefined between the housing sidewall portion and the ring gear side wallportion. The ring gear sidewall portion can be positioned substantiallyin alignment with a central plane that is perpendicular to the axis ofrotation.

An embodiment involves a hub motor arrangement including a housingportion defining an interior space and an axis of rotation. A firstlateral support member and a second lateral support member are spacedfrom one another along the axis of rotation. A plurality of connectingshafts extend between the first lateral support member and the secondlateral support member. Each of a plurality of planet gears is supportedon a respective one of the plurality of connecting shafts. A motoroccupies a portion of the axis of rotation. A sun gear is driven by themotor and drives the plurality of planet gears. A ring gear is driven bythe plurality of planet gears and drives the housing portion forrotation about the axis of rotation.

In some configurations, the housing portion is supported for rotationrelative to the plurality of connecting shafts by a plurality ofbearings, each supported by a respective one of the plurality ofconnecting shafts. The number of the connecting shafts can equal thenumber of the bearings.

In some configurations, the number of the planet gears is less than thenumber of the connecting shafts. The number of planet gears can be equalto one-half the number of connecting shafts.

In some configurations, the first lateral support member defines apocket and the motor is positioned within the pocket.

In some configurations, the ring gear is integrated with the housingportion.

In some configurations, a traction element contacts the surface on whichthe vehicle is operated, wherein the traction element is carrieddirectly by the housing portion.

In some configurations, the housing portion defines a central plane thatis perpendicular to the axis of rotation, wherein the motor is offsetfrom the central plane along the axis of rotation.

In some configurations, the first lateral support member defines atleast one recess positioned adjacent the motor, wherein the at least onerecess includes an opening passing through the first lateral supportmember to provide access to the motor.

In some configurations, each of the first lateral support member and thesecond lateral support member defines a mounting portion for mountingthe hub motor arrangement to an associated vehicle, wherein the firstand second lateral support members are stationary with respect to theassociated vehicle and the housing portion rotates relative to the firstand second lateral support members.

An embodiment involves a hub motor arrangement including a housingdefining an interior space and an axis of rotation. A first lateralsupport member is supported by the axle and positioned at leastpartially within the interior space of the housing. A second lateralsupport member is positioned at least partially within the interiorspace of the housing and spaced from the first lateral support memberalong the axis of rotation. A plurality of connecting shafts extendbetween the first lateral support member and the second lateral supportmember. The hub motor arrangement includes a plurality of planet gears,each of which is supported on a respective one of the plurality ofconnecting shafts. A sun gear is driven by a motor and drives theplurality of planet gears. A ring gear is driven by the plurality ofplanet gears. The ring gear drives the housing for rotation about theaxis of rotation.

An embodiment involves a hub motor arrangement that includes a housingdefining an interior space and an axis of rotation. The hub motorarrangement includes a first plurality of planet gears, each of whichare supported on a first planet carrier. The first planet carrierincludes a carrier sun gear. The hub motor arrangement includes a secondplurality of planet gears, each of which are supported on a secondplanet carrier and driven by the carrier sun gear. A sun gear is drivenby a motor and the sun gear drives the first plurality of planet gears.A ring gear is driven by the first plurality of planet gears and thesecond plurality of planet gears. The ring gear drives the housing forrotation about the axis of rotation. The motor is coupled for rotationwith the ring gear and the housing.

An embodiment involves a hub motor arrangement that includes a housingdefining an interior space and an axis of rotation. The hub motorarrangement includes a first lateral support member positioned at leastpartially within the interior space of the housing. The hub motorarrangement includes a second lateral support member positioned at leastpartially within the interior space of the housing and spaced from thefirst lateral support member along the axis of rotation. The hub motorarrangement includes a plurality of connecting shafts extending betweenthe first lateral support member and the second lateral support member.The hub motor arrangement includes a plurality of planet gears, eachplanet gear being a double spur gear supported on a respective one ofthe plurality of connecting shafts. The hub motor arrangement includes afirst interconnecting member positioned within the interior space of thehousing and a second interconnecting member positioned within theinterior space of the housing and configured to engage the firstinterconnecting member. The hub motor arrangement includes a motor, asun gear driven by the motor and that drives a first gear portion ofeach of the plurality of planet gears, and a ring gear driven by asecond gear portion of each of the plurality of planet gears, whereinthe ring gear drives the housing for rotation about the axis of rotationwherein the planet gears are positioned between the first and secondinterconnecting members and the first and second interconnecting membersengage one another in one or more spaces outside the circumferences ofthe plurality of planet gears.

In some configurations, the motor has a first end portion locatedoutside of the interior space of the housing and a second end portionlocated within the interior space of the housing. In someconfigurations, the housing is supported for rotation relative to thefirst lateral support member and the second lateral support member by afirst bearing and a second bearing, respectively. In someconfigurations, the second bearing surrounds the motor.

In some configurations, the hub motor arrangement also includes an axledefining the axis of rotation of the housing, wherein a first endportion of the axle is located outside of the interior space of thehousing and a second end portion of the axle is located within theinterior space of the housing such that the axle does not passcompletely through the housing.

In some configurations, the second lateral support member defines apocket and the motor is positioned within the pocket. In someconfigurations, the first lateral support member defines a space and thesecond end portion of the axle is positioned within the space. In someconfigurations, the plurality of planet gears is positioned between theaxle and the motor along the axis of rotation. In some configurations,each of the plurality of connecting shafts overlaps both the axle andthe motor along the axis of rotation. In some configurations, the ringgear is a separate component from the housing.

In some configurations, one of the ring gear and the housing defines aplurality of protrusions and the other of the ring gear and the housingdefines a plurality of recesses that receive the protrusions todrivingly engage the ring gear and the housing. In some configurations,the plurality of planet gears is three planet gears. In someconfigurations, the plurality of connecting shafts is three connectingshafts.

In some configurations, the hub motor arrangement further includes atraction element that contacts the surface on which the vehicle isoperated, wherein the traction element is carried indirectly by thehousing. In some configurations, the hub motor arrangement furtherincludes a radially compliant member positioned between the housing andthe traction element, wherein the radially compliant member isconfigured to transfer rotational force from the housing to the tractionelement and can compress in a radial direction to absorb impact. In someconfigurations, the radially compliant member comprises a plurality ofgenerally radially extending elements that can compress or buckle in aradial direction.

In some configurations, the housing defines a central plane that isperpendicular to the axis of rotation, wherein the motor is offset fromthe central plane along the axis of rotation. In some configurations, anumber of the plurality of planet gears equals a number of the pluralityof connecting shafts. In some configurations, the plurality ofconnecting shafts defines a circle having a diameter, and wherein themotor defines an outer peripheral surface that is located within thediameter.

An embodiment involves a hub motor arrangement that includes a housingdefining an interior space and an axis of rotation. The hub motorarrangement includes a first interconnecting member positioned withinthe interior space of the housing. The hub motor arrangement includes asecond interconnecting member positioned within the interior space ofthe housing and configured to engage the first interconnecting member.The hub motor arrangement includes a first plurality of planet gears,each of the first plurality of planet gears supported on a first planetcarrier, the first planet carrier comprising a carrier sun gear, asecond plurality of planet gears, each of the second plurality of planetgears supported on a second planet carrier and driven by the carrier sungear, a motor, a sun gear driven by the motor and that drives the firstplurality of planet gears, and a ring gear driven by the first pluralityof planet gears and the second plurality of planet gears, wherein thering gear drives the housing for rotation about the axis of rotation,wherein the motor is coupled for rotation with the ring gear and thehousing and the plurality of planet gears are between the first andsecond interconnecting members, and the first and second interconnectingmembers engage one another in a space outside the outer circumferencesof the plurality of planet gears.

In some configurations, the hub motor arrangement further includes anaxle defining the axis of rotation of the housing, wherein a first endportion of the axle is located outside of the interior space of thehousing and a second end portion of the axle is located within theinterior space of the housing such that the axle does not passcompletely through the housing. In some configurations, the housing issupported for rotation relative to the axle by a first bearing. In someconfigurations, the first bearing supports a first side of the housingand a second end of the housing is supported by a second bearing at alocation spaced from the first bearing along the axis of rotation. Insome configurations, the second bearing surrounds a portion of thehousing.

In some configurations, the first plurality of planet gears and thesecond plurality of planet gears are positioned between the axle and themotor along the axis of rotation. In some configurations, the firstplanet carrier and the axle are formed as a single piece. In someconfigurations, the ring gear is a separate component from the housing.

In some configurations, the hub motor arrangement further includes atraction element that contacts the surface on which the vehicle isoperated, wherein the traction element is carried indirectly by thehousing. In some configurations, the hub motor arrangement furtherincludes a radially compliant member positioned between the housing andthe traction element, wherein the radially compliant member isconfigured to transfer rotational force from the housing to the tractionelement and can compress in a radial direction to absorb impact. In someconfigurations, the radially compliant member comprises a plurality ofgenerally radially extending elements that can compress or buckle in aradial direction.

In some configurations, the housing defines a central plane that isperpendicular to the axis of rotation, wherein the motor is offset fromthe central plane along the axis of rotation. In some configurations,the housing has a housing sidewall portion extending perpendicular tothe axis of rotation and the ring gear has a ring gear sidewall portion,wherein the motor is positioned within a space defined between thehousing sidewall portion and the ring gear side wall portion. In someconfigurations, the ring gear sidewall portion is positionedsubstantially in alignment with a central plane that is perpendicular tothe axis of rotation.

An embodiment involves a hub motor arrangement that includes a housingportion defining an interior space and an axis of rotation, a firstlateral support member, a second lateral support member spaced from thefirst lateral support member along the axis of rotation, and a pluralityof connecting shafts extending between the first lateral support memberand the second lateral support member. The hub motor arrangementincludes a plurality of planet gears, each planet gear being a doublespur gear supported on a respective one of the plurality of connectingshafts, a motor occupying a portion of the axis of rotation, a sun geardriven by the motor and that drives a first gear portion of each of theplurality of planet gears, and a ring gear driven by a second gearportion of each of the plurality of planet gears, wherein the ring geardrives the housing portion for rotation about the axis of rotation.

In some configurations, the housing portion is supported for rotationrelative to the plurality of connecting shafts by a plurality ofbearings, each supported by a respective one of the plurality ofconnecting shafts. In some configurations, the number of the connectingshafts equals the number of the bearings. In some configurations, thenumber of the planet gears is less than the number of the connectingshafts. In some configurations, the number of planet gears is equal toone-half the number of connecting shafts.

In some configurations, the first lateral support member defines apocket and the motor is positioned within the pocket. In someconfigurations, the ring gear is integrated with the housing portion.

In some configurations, the hub motor arrangement further includes atraction element that contacts the surface on which the vehicle isoperated, wherein the traction element is carried indirectly by thehousing portion. In some configurations, the hub motor arrangementfurther includes a radially compliant member positioned between thehousing and the traction element, wherein the radially compliant memberis configured to transfer rotational force from the housing to thetraction element and can compress in a radial direction to absorbimpact. In some configurations, the radially compliant member comprisesa plurality of generally radially extending elements that can compressor buckle in a radial direction.

In some configurations, the housing portion defines a central plane thatis perpendicular to the axis of rotation, wherein the motor is offsetfrom the central plane along the axis of rotation. In someconfigurations, the first lateral support member defines at least onerecess positioned adjacent the motor, wherein the at least one recessincludes an opening passing through the first lateral support member toprovide access to the motor. In some configurations, each of the firstlateral support member and the second lateral support member defines amounting portion for mounting the hub motor arrangement to an associatedvehicle, wherein the first and second lateral support members arestationary with respect to the associated vehicle and the housingportion rotates relative to the first and second lateral supportmembers. In some configurations, the plurality of connecting shaftsdefines a circle having a diameter, and wherein the motor defines anouter peripheral surface that is located within the diameter.

BRIEF DESCRIPTION OF THE DRAWINGS

Throughout the drawings, reference numbers can be reused to indicategeneral correspondence between reference elements. The drawings areprovided to illustrate example embodiments described herein and are notintended to limit the scope of the disclosure.

FIG. 1 illustrates a vehicle, such as an electric scooter, thatincorporates one or more hub motor arrangements having certain features,aspects and advantages of a preferred embodiment.

FIG. 2 is a perspective view of a first side of a hub motor arrangementsuitable for use with the vehicle of FIGS. 1, 15 and 16.

FIG. 3 is a perspective view of a second side of the hub motorarrangement of FIG. 2.

FIG. 4 is a sectional view of the hub motor arrangement of FIG. 2 takenalong a plane that extends vertically through an axis of rotation of thehub motor arrangement.

FIG. 5 is a sectional view of the hub motor arrangement of FIG. 2 takenalong a plane that extends vertically and perpendicular to the axis ofrotation of the hub motor arrangement.

FIG. 6 is perspective view of the hub motor arrangement of FIG. 2 withcomponents shown in an exploded condition.

FIG. 7 is a perspective view of a first side of another hub motorarrangement suitable for use with the vehicle of FIGS. 1, 15 and 16.

FIG. 8 is a perspective view of a second side of the hub motorarrangement of FIG. 7.

FIG. 9 is a sectional view of the hub motor arrangement of FIG. 7 takenalong a plane that extends vertically through an axis of rotation of thehub motor arrangement.

FIG. 10 is a sectional view of the hub motor arrangement of FIG. 7 takenalong a plane that extends vertically and perpendicular to the axis ofrotation of the hub motor arrangement.

FIG. 11 is perspective view of the hub motor arrangement of FIG. 7 withcomponents shown in an exploded condition.

FIG. 12 is a first cross-sectional view of another hub motor arrangementsuitable for use with the vehicle of FIGS. 1, 15 and 16.

FIG. 13 is a second cross-sectional view of the hub motor arrangement ofFIG. 12.

FIG. 14 is a perspective view of the hub motor arrangement of FIG. 12with components shown in an exploded condition.

FIG. 15 is a vehicle, such as a child's ride-on vehicle, thatincorporates one or more hub motor arrangements having certain features,aspects and advantages of a preferred embodiment.

FIG. 16 is a bicycle that incorporates one or more hub motorarrangements having certain features, aspects and advantages of apreferred embodiment.

FIG. 17 is a perspective view of a first side of another hub motorarrangement suitable for use with the vehicle of FIGS. 1, 15, and 16.

FIG. 18 is a perspective view of a second side of the hub motorarrangement of FIG. 17.

FIG. 19A is a first cross-sectional view of the hub motor arrangement ofFIG. 17.

FIG. 19B is a second cross-sectional view of the hub motor arrangementof FIG. 17.

FIG. 20 is another perspective view of the hub motor arrangement shownin FIG. 17.

FIG. 21 is an exploded view of the hub motor arrangement shown in FIG.17.

FIG. 22 is a partial front view of a traction component for a hub motorarrangement such as the arrangement shown in FIG. 17.

FIG. 23 is a partial perspective view of a traction component for a hubmotor arrangement such as the arrangement shown in FIG. 17.

DETAILED DESCRIPTION

The hub motor arrangements disclosed herein are well-suited for use insmall diameter wheel applications, such as wheels suitable for use inride-on vehicles for children, or other light weight vehicles. Thus, thehub motor arrangements are disclosed in the context of a ride-on vehiclefor children herein although other uses and applications arecontemplated. In some preferred arrangements, the vehicle wheels may beless than about 300, 200 or 100 millimeters in diameter. In addition, itis preferred that the motor used in the preferred hub motor arrangementsis a standard, commercially-available “off-the-shelf” electric motor.The motor can be a brush DC motor having a rated power of about 25 toabout 400 or more watts (W), or any value or sub-range of values withinthe recited range. In some embodiments, the motor can have a rated powerof about 100 W. The motor can have an outer diameter of between about 20and about 75 millimeters, between about 26 and about 42 millimeters, orabout 35 or 36 millimeters. The motor can have a length of between about20 and about 100 millimeters, between about 40 and about 66 millimeters,or about 55 to about 57 millimeters. A ratio of a diameter of the wheelto a diameter of the motor may be between about 2:1 to about 10:1,between about 3:1 to about 6:1, or between about 4:1 to about 5:1. Insome configurations, the ratio is about 4:1. Preferably, such ratios arebased on motors falling into the aforementioned range of diameters.Other suitable types of motors (e.g., brushless motors) could also beused. However, preferably, the motor is a standard,commercially-available motor (instead of a custom motor) to reduce theoverall cost of and/or the space occupied by the hub motor arrangement.For example, a motor of the preferred embodiments may cost at the timeof filing between about $0.5 to about $3.5, or about $2. Motors commonlyused in hub motors can cost substantially more than the preferred, smallcommercially-available motors. Such motors are usually generallycylindrical in shape and have uninterrupted, circular outer end surfaces(as opposed to annular motors commonly used in hub motors), with theexception of the rotation motor shaft that extends from one end of themotor housing. Thus, the motor can occupy a portion of the central orrotational axis of the hub motor. A preferred motor can have a workingor maximum rotational speed (rpm) that is substantially greater than the4,000-5,000 rpm of current hub motors. For example, a preferred motorcan have a speed that is greater than 10,000 rpm, between about 10,000to about 20,000 rpm, between about 15,000 to about 16,000 rpm, or anyvalue or sub-range within these ranges. In general, the torque producedby a motor is related to the motor diameter. Power is related to torqueand speed (rpm). Thus, at least some of the preferred motors provideequivalent or a suitable level of power compared to the common hubmotors based on greater speed partially or completely making up for theoften reduced torque of the smaller diameter motor. The smaller motorspresently preferred draw less current from the battery or other powersource. For example, at an equivalent load (e.g., rider of about 120lbs.), a preferred 100 W motor draws between about 2.8-4.0 amps duringnormal riding conditions compared to 4.5-7.0 amps drawn by aconventional hub motor. The reduced amperage results in longer batterylife or operating life between charges.

FIG. 1 illustrates a vehicle, such as an electric scooter (e.g., akick-type scooter)20, which incorporates one or more drive wheels 22each of which provides a drive torque that rotates the wheel 22 topropel the vehicle 20. Preferably, each drive wheel 22 incorporates ahub motor arrangement 40. Although a scooter 20 is shown and describedherein, the hub motor arrangement 40 can be incorporated in other typesof vehicles, as well. Examples of such vehicles are described furtherbelow. Furthermore, any suitable number of hub motor arrangements 40 ordrive wheels 22 can be used, including a single wheel or all of thevehicle wheels. If less than all of the wheels are drive wheels 22, theremaining wheels can be non-drive wheels 24. Such non-drive wheels 24can be of any suitable arrangement, such as fixed direction wheels,steerable wheels or casters, for example. In the illustratedarrangement, the rear wheel is the drive wheel 22 and the front wheel 24is a non-driven and steerable wheel, as is generally the arrangement inan electric kick-style scooter.

Preferably, the scooter 20 includes a body 26 that is supported by thewheels 22 and/or 24. In the illustrated arrangement, two wheels 22, 24are provided at each of the front and rear portions of the vehicle body26; however, the vehicle 20 could have other numbers and/or arrangementsof wheels, including one, two, three or more than four wheels. Theillustrated vehicle 20 includes a deck 28 for a rider of the vehicle 20to place one or both of his or her feet and a steering arrangement 30,such as a handlebar, which permits a user to steer one or more of thewheels 22, 24.

The vehicle 20 preferably also includes a source of power, such as abattery 34, to provide electric power to the hub motor arrangement(s) 40via a suitable wired or wireless connection. The vehicle 20 preferablyalso includes a throttle or speed controller 36, such as a foot pedal,thumb or finger button or a hand grip twist throttle, that is accessibleto the user and allows the user to modulate the drive torque produced bythe hub motor arrangement(s) 40. A control arrangement or controller(not shown) can be provided to receive signals from the throttle orspeed controller, process such signals and provide control signals tothe hub motor arrangement(s) 40. A suitable brake arrangement 38preferably is also provided that is configured to provide a brakingforce to one or more of the wheels 22, 24. Such a brake arrangementcould include regenerative braking that charges the battery 34 duringbraking, if desired. Other non-regenerative braking arrangements couldbe provided in addition or in the alternative. One suitable brake systemis described in Applicant's Patent Publication No. 2013/0186702, theentirety of which is incorporated by reference herein.

FIGS. 1-6 illustrate a hub motor arrangement 40 that is well-suited foruse with the vehicle 20 of FIG. 1 or other vehicles. The hub motorarrangement or drive wheel arrangement 40 includes a body or housing 42,which at least partially encloses a motor 44 and transmission assembly46. Preferably, a tire or other traction element 48 that contacts asurface upon which the associated vehicle is ridden is adjacent to or isdirectly carried by the housing 42. That is, preferably, a diameter ofthe traction element 48 is similar to but preferably slightly largerthan a diameter of the housing 42 and no substantial structural elements(e.g., spokes and rim) are provided between the housing 42 and thetraction element 48. Thus, the illustrated hub motor arrangement 40 iswell-suited for small diameter wheel applications, such as ride-onvehicles for children.

As described above, preferably, the motor 44 is a standard,commercially-available small DC brush motor. The transmission assembly46 is configured to convert the speed and torque of the motor 44 into aspeed and torque suitable for the drive wheel (housing 42 and tractionelement 48). In addition, the motor 44 and transmission assembly 46 areconfigured for accommodation in the housing 42 that is suitably sizedand shaped for use as a drive wheel for a small vehicle. In part, thisis accomplished by positioning the motor 44 preferably along a centeraxis of the hub motor arrangement 40 and offset axially or laterally toone side of a central plane of the hub motor arrangement 40 or of thetraction element 48. However, in some configurations, the motor 44 couldbe off-center and/or spaced from the center axis of the hub motorarrangement 40. Preferably, the motor 44 is surrounded by one or both ofa support bearing for the housing 42 and a mount of the hub motorarrangement 40. In the illustrated arrangement, a portion of the motor44 is laterally or axially inboard of the support bearing and/or mountthat is nearest the motor 44 (if multiple bearings/mounts are provided)and a portion of the motor 44 is laterally or axially outboard of thesupport bearing and/or mount. Advantageously, with such an arrangement,a standard motor 44 can be used along with a transmission assembly 46suitable to convert the power of the motor into suitable drive power forthe drive wheel arrangement 40 to provide a relatively low-cost drivesystem for small or child vehicle applications. In addition, such anarrangement preserves space for the transmission of the hub motorarrangement 40.

The illustrated housing 42 comprises a first housing portion or drum 50and a second housing portion or cover 52. Together, the drum 50 andcover 52 define an interior space that contains the transmissionassembly 46 and accommodates at least a portion of the motor 44.Preferably, the drum 50 defines a sidewall portion 54 and an annular endwall portion 56 that carries the traction element 48. The cover 52 issecurable to the end of the annular end wall portion 56 opposite thesidewall portion 54 by a suitable arrangement (e.g., one or morefasteners) and defines a second sidewall portion of the housing 42.

The illustrated hub motor arrangement 40 also includes an axle shaft 60(also referred to simply as the “axle”) that, preferably, and in theillustrated arrangement, does not extend entirely through the housing42, but is an interrupted axle arrangement in which the axle 60 extendsonly partially through the housing 42 in the axial direction. The axle60 preferably defines an axis of rotation for the housing 42. The axle60 can be a metal shaft, or can be another suitable structure. Forexample, the housing 42 could have left-right symmetry and the axle 60could be substantially larger in diameter than illustrated. Thus, theterm “axle” is a broad term used with its ordinary meaning, which caninclude structures for rotatably supporting another object.

Preferably, when incorporated into an associated vehicle, both sides ofthe hub motor arrangement 40 are supported; however, the axle 60supports only one side of the hub motor arrangement 40. A first lateralsupport member 62 is supported by an inboard end of the axle 60. Thefirst lateral support member 62 includes a central boss or hub portion64 and a vertically-oriented plate portion 66 located on alaterally-inward end (toward the central plane of the hub motorarrangement 40) of the hub portion 64. A second lateral support member68 also includes a central boss or hub portion 70 and avertically-oriented plate portion 72 located on a laterally-inward endof the hub portion 70. Thus, the plate portion 66 of the first lateralsupport member 62 faces the plate portion 72 of the second lateralsupport member 68 with the respective hub portions 64 and 70 extendingaway from one another in a lateral direction. A space is providedbetween the plate portion 66 of the first lateral support member 62 andthe plate portion 72 of the second lateral support member 68, whichspace accommodates one or more components of the transmission assembly46.

The first lateral support member 62 and the second lateral supportmember 68 are connected by a plurality (e.g., three) of connectingshafts 74 that preferably are located at identical radial positions andspaced at equal angles from one another. In other arrangements,different numbers of connecting shafts 74 can be provided, such as one,two, five or more. The connecting shafts 74 can be secured to thesupport members 62 and 68 by any suitable arrangement. In theillustrated configuration, the connecting shafts 74 are embedded intoone of the support members 62 and 68 (i.e., the second lateral supportmember 68) during the manufacture of the support member 62 or 68. Forexample, the second lateral support member 68 can be a molded member(e.g., injection-molded) and can be molded over end portions of theconnecting shafts 74. The other support member 62 or 68 can be securedto the connecting shafts 74 by any suitable arrangement, such as via oneor more fasteners or a snap-fit or press-fit arrangement, for example.Preferably, the connecting shafts 74 overlap one or both of the motor 44and the axle 60 in a lateral or axial direction (along the axis ofrotation).

The hub portion 70 of the second lateral support member 68 preferablysurrounds at least a portion of the motor 44. Preferably, the hubportion 70 of the second lateral support member 68 extends along asubstantial length of the motor 44, such as at least about one-half orat least about two-thirds of a length of the motor 44. In addition,preferably, the motor 44 is secured to the second lateral support member68 by a suitable arrangement, such as one or more fasteners 76, whichextend through a portion of the plate portion 72 of the second lateralsupport member 68 located adjacent to an end surface of the motor 44. Acover 77 can cover a laterally outboard portion of the motor 44 and canbe used to secure at least one side of the hub motor arrangement 40 to avehicle. For example, the cover 77 can include a mounting plate portionthat can be vertically-oriented (perpendicular to the axis of rotation).The cover 77 can also include features to help keep the motor 44 cool,such as cooling fins and or vent openings, for example. In someconfigurations, the motor 44 can transfer load from the cover 77 to thehub portion 70 of the second lateral support member 68.

Preferably, one or both of the hub portion 64 of the first lateralsupport member 62 and the hub portion 70 of the second lateral supportmember 68 extends from within the housing 42 to outside of the housing42. A first bearing 78 is interposed between the housing 42 (the drum orfirst housing portion 50) and the hub portion 64 of the first lateralsupport member 62 and a second bearing 80 is interposed between thehousing 42 (the cover or second housing portion 52) and the hub portion70 of the second lateral support member 68. With such an arrangement,the axle 60, first lateral support member 62, connecting shafts 74 andthe second lateral support member 68 function as an axle shaft of thehub motor arrangement 40 about which the housing 42 rotates on thebearings 78 and 80. In some configurations, the motor 44 could becompletely outside of the housing 42 (e.g., outside bearing 80) orcompletely within the housing 42, depending on factors such as theamount of space available, especially in a width direction (along thecenter or rotational axis). However, in at least the illustratedarrangement, preferably the motor 44 is reasonably accessible withoutsignificant disassembly of the hub motor arrangement 40. Such anarrangement allows the motor 44 to be replaced in a cost effectivemanner in the event of failure, unlike conventional hub motors thatutilize motors that are integrated with the housing and other majorstructural elements.

Advantageously, the illustrated arrangement is not a through-shaft typeof arrangement in which an axle member or arrangement passes completelythrough the center of the hub motor, but is a distributed axlearrangement that provides suitable support while permitting the motor 44to be centrally-located or aligned with a central, rotational axis ofthe hub motor arrangement 40 and to occupy a portion of the axis ofrotation. That is, the motor 44 is not a hollow design that surroundsthe axis of rotation. Such an arrangement provides a well-balanced hubmotor arrangement 40 while permitting the use of a standard,commercially-available “off-the-shelf” motor 44 to keep costs low. Inaddition, as described herein, one or more of the first lateral supportmember 62, connecting shafts 74 and the second lateral support member 68are also components of the transmission assembly 46, which results in anefficient overall structure that reduces the total number of parts ofthe hub motor arrangement 40 to keep costs low. Although through-shafttype axle designs can also permit a motor to be aligned with a central,rotational axis of a motor, such an arrangement would require a custommotor design or at least a large motor design because the axle needs tobe sufficient to support a substantial portion of the weight of theassociated vehicle. In the illustrated arrangement, the shaft of themotor 44 preferably does not support any significant weight of theassociated vehicle.

In the illustrated arrangement, the first bearing 78 and the secondbearing 80 have different diameters. The first bearing 78 surrounds theaxle 60 and the hub portion 64 of the first lateral support member 62.The second bearing 80 is larger than the first bearing 78 and surroundsthe motor 44 and the hub portion 70 of the second lateral support member68. Preferably, the second bearing 80 is axially aligned with anintermediate portion of the motor 44 such that a portion of the motor 44is located inboard (within the housing 42 and/or closer to the centralplane) of the second bearing 80 and a portion of the motor 44 is locatedoutboard (outside of the housing 42 and/or further from the centralplane) of the second bearing 80. In addition, in at least someconfigurations, the hub motor arrangement 40 is mounted to an associatedvehicle at a mount location L such that the mounting portion of thevehicle surrounds the motor 44. The mount location L preferably isoutboard of the second bearing 80 and may be axially aligned with aportion of the hub portion 70 of the second lateral support member 68such that the mounting portion of the vehicle is directly or indirectlysupported on the hub portion 70 of the second lateral support member 68.A second mount location L is provided by a portion of the axle 60outboard of the hub portion 64 of the first lateral support member 62.Such an arrangement allows the width of the housing 42 to be reduced orminimized, which is advantageous for vehicles with limited space in awidth direction, such as two-wheeled scooters for example and withoutlimitation. That is, if the mount location L surrounds the motor 44, thespace for the hub motor arrangement 40 does not have to accommodate theentire width (or, in the illustrated arrangement, the axial length) ofthe motor 44. Moreover, the direct drive arrangement of the hub motorarrangement 40 allows the chain drive arrangement of prior electricscooters to be omitted, which saves significant weight and cost.

The transmission assembly 46 preferably comprises a planetary geararrangement 82 that transfers torque from the motor 44 to the housing42. In the illustrated arrangement, the planetary gear arrangement 82includes a sun gear 84, a plurality of planet gears 86 and a ring gear88. Preferably, the sun gear 84 is driven by an output shaft of themotor 44. In the illustrated arrangement, the planet gears 86 are doublespur gears configured such that the sun gear 84 drives a first gearportion 86 a of each of the planet gears 86 and a second gear portion 86b of each of the planet gears 86 drives the ring gear 88. In otherarrangements, the planet gears 86 could have a single portion. Theportions 86 a and 86 b of the planet gears 86 are formed by a unitarygear member in the illustrated arrangement; however, in otherarrangements, the portions 86 a and 86 b could be formed by separatecomponents preferably that are coupled for rotation with one another.The planet gears 86 are supported for rotation by a respective one ofthe connecting shafts 74. In the illustrated arrangement, there areequal numbers of shafts 74 and planet gears 86. However, in otherconfigurations, one or more shafts 74 could be structural only and notcarry a planet gear 86. Thus, there could be two, three, four, five ormore shafts 74 and planet gears 86 carried by one or any number ofadditional shafts 74 less than the entirety of available shafts 74, forexample.

In the illustrated arrangement, the ring gear 88 is an annular componentthat is separate from the first and second housing portions 50, 52. Suchan arrangement at least partially isolates the ring gear 88 from loadsapplied to the housing 48, which can be advantageous for higher loadapplications (e.g., larger vehicles). However, in alternativearrangements, the ring gear 88 could be integrated with the one or moreportions of the housing 42 (e.g., portions 50 and/or 52), such as forlower load applications (e.g., smaller vehicles). Preferably, the ringgear 88 surrounds the connecting shafts 74 or, in other words, theconnecting shafts 74 pass through the central opening of the annularring gear 88. An inner surface of the annular ring gear 88 defines agear portion 88 a (e.g., gear teeth) of the ring gear 88. An outersurface of the ring gear 88 defines a plurality of drive protrusions 90that define recesses 92 in between.

Similarly, the drum portion or first housing portion 50 of the housing42 has an inner surface that defines a plurality of drive protrusions 94with recesses 96 in between. Preferably, the recesses 92 and 96 of thering gear 88 and the housing 42, respectively, are sized and shaped toaccommodate the drive protrusions 94 and 90 of the housing 42 and thering gear 88. In some arrangements, the drive protrusions 90 and 94 (andrecesses 92 and 96) can have substantially the same size and shape orcomplementary sizes and shapes. Preferably, the drive protrusions 90 and94 are fairly large (as compared to gear teeth) to ease manufacturingand assembly. For example, in one arrangement, eight protrusions 90 and94 can be provided on each of the ring gear 88 and the housing 42 andthe protrusions 90 of the ring gear 88 have a smaller radial dimensionthan the protrusions 94 of the housing 42. Thus, the ring gear 88 cantransfer rotational motion from the planetary gear arrangement 82 to thehousing 42.

In operation, the motor 44 can be powered by a suitable power source(e.g., a battery) and activated by a suitable user control, such as athrottle pedal, button, paddle or handgrip twist arrangement, forexample and without limitation. The motor 44 rotates the sun gear 84,which rotates the planet gears 86. As described, the first lateralsupport member 62, connecting shafts 74 and the second lateral supportmember 68 (along with the axle 60) function as an axle assembly of thehub motor arrangement 40 about which the housing 42 rotates. Thus, thefirst lateral support member 62 and/or the second lateral support member68, along with the connecting shafts 74, can be considered as astationary carrier for the planet gears 86. Therefore, in theillustrated arrangement, the planet gears 86 rotate about the connectingshafts 74, but otherwise do not rotate as a unit (with the first lateralsupport member 62, connecting shafts 74 and the second lateral supportmember 68) relative to the motor 44. Rather, the rotation of the planetgears 86 drives or causes rotation of the ring gear 88, which, in turn,drives the housing 42.

One or more of the hub motor arrangements 40 can be used to providedriving power to an associated vehicle. The hub motor arrangement 40 canbe driven in a forward direction only, or can have both forward andreverse operations by changing the rotational direction of the motor 44.One-way bearings or clutch mechanisms can be employed to allow drivingforce in one direction (e.g., forward), while permitting the housing 42to rotate faster than it is being driven by the motor 44 (over speed)and/or to permit the housing 42 to be free-wheeled in a second direction(e.g., reverse). Alternatively, the hub motor arrangement 40 can beconfigured for forward operation only, with reverse motion requiring theresistance of the motor 44 to be overcome.

The planetary gear arrangement 82 can provide any desired overall gearratio to convert the torque or power provided by the motor 44 intosuitable torque or power for driving the housing 42 and, thus, thetraction element 48 depending on the desired operational speed of thehub motor arrangement 40 and associated vehicle. In the illustratedarrangement, the sun gear 84 is many times smaller (in diameter and/ornumber of gear teeth) than the first portions 86 a of the planet gears86. The second portions 86 b of the planet gears 86 are many timessmaller (in diameter and/or number of gear teeth) than the firstportions 86 a of the planet gears 86. In one arrangement, the sun gear84 has between about 10-20 teeth (e.g., 15 teeth), the first portions 86a of the planet gears 86 have between about 50-100 teeth (e.g., 75teeth), the second portions 86 b of the planet gears 86 have betweenabout 10-20 teeth (e.g., 12 teeth) and the ring gear 88 has betweenabout 60-120 teeth (e.g., 88 teeth or 85-90 teeth) or any value orsub-range within the recited ranges. However, in other arrangements,other numbers of gear teeth can be provided for any gear components ofthe planetary gear arrangement 82. In some configurations, thetransmission 46 can have an overall ratio of between about 1:20 to about1:40 or any value or sub-range of values within this range, such asabout 1:30, for example and without limitation.

The components of the hub motor arrangement 40 can be constructed fromany suitable material or combinations of materials by any suitableprocesses. For example, the axle 60 and connecting shafts 74 can includeor can be made from a metal material, such as steel. Other components orassemblies (e.g., the housing 42, support members 62 and 68, gears 84,86 and 88) can be constructed from a suitable plastic material by asuitable process (e.g., injection molding). The tire or traction element48 can be constructed from a suitable rubber or rubber-like material,such as polyurethane, for example. The material of the traction element48 can be molded directly onto the housing 42 or can otherwise besuitable coupled to the housing 42. As illustrated, the outer peripheryof the housing 42 can include an engagement structure 98 that assists incoupling the traction element 48 to the housing 42. The engagementstructure 98 can be a rim or hoop member that is supported in a spacedconfiguration from the annular surface of the housing 42 by supports,such as U-shaped supports, that together create open spaces that can befilled by the material of the traction element 48 to obtain mechanicalengagement between the housing 42 and the traction element 48 to resistseparation or relative rotation therebetween. In some arrangements, thetraction element 48 can include an interior space that is filled with agas or other soft material to facilitate deformation of the tractionelement 48 to conform to irregularities of the surface on which theassociated vehicle is operated.

An alternative drive wheel arrangement or hub motor arrangement 100 isillustrated in FIGS. 7-11 and is suitable for similar applications asthe hub motor arrangement 40 and, preferably, also makes use of acommercially-available standard DC brush motor. The hub motorarrangement 100 includes a housing 102 that houses the motor 104. Atransmission assembly 106 transmits power from the motor 104 to thehousing 102. The housing 102 is configured to rotate a tire or othersuitable type of traction element 108 that contacts a surface upon whicha vehicle associated with the hub motor arrangement 100 is operated. Inone arrangement, the traction element 108 is carried directly by thehousing 102 in a manner similar to that described with respect to thehub motor arrangement 40. The traction element 108 can be a rubber orrubber-like material (e.g., polyurethane) that is formed directly ontothe housing 102, for example. The housing 102 can include features thatcreate mechanical engagement between the housing 102 and the tractionelement 108 to resist separation or relative rotation therebetween.

The illustrated housing 102 comprises a first housing portion or drum110 and a second housing portion or cover 112. Together, the drum 110and cover 112 define an interior space that contains the transmissionassembly 106 and accommodates a portion of the motor 104. As illustratedin FIGS. 7 and 8, the drum 110 and cover 112 can include radial and/orcircumferential stiffening ribs. The ribs of the drum 110 can also actas cooling fins for the motor 104. Preferably, the drum 110 defines aradially-extending sidewall portion 114 and an annular end wall portion116 that carries the traction element 108. In the illustratedarrangement, an outer portion of the sidewall portion 114 is generallycentrally-located relative to a central, vertical plane passing throughthe hub motor arrangement 100. A central portion of the sidewall portion114 extends in an axial direction away from the central plane to definea space sized and shaped to accommodate the motor 104 with a rotationalaxis of the motor 104 substantially aligned with the rotational axis ofthe housing 102 and overall hub motor arrangement 100. The cover 112 issecurable to the end of the annular end wall portion 116 opposite thecentral portion of the sidewall portion 114 by a suitable arrangement(e.g., one or more fasteners) and defines a second sidewall portion ofthe housing 102.

The hub motor arrangement 100 also includes an axle member 120 (alsoreferred to simply as the “axle”) that, in the illustrated arrangement,does not extend entirely through the housing 102, but is an interruptedaxle arrangement in which the axle 120 extends only partially throughthe housing 102 in the axial direction. When incorporated into anassociated vehicle, one or both sides of the hub motor arrangement 100are supported; however, the axle 120 supports only one side of the hubmotor arrangement 100. In the illustrated arrangement, the axle 120includes an axially-extending first or axle portion 120 a and a radiallyor vertically-extending portion or plate portion 120 b. As describedfurther herein, the plate portion 120 b forms a portion of thetransmission assembly 106.

In the illustrated arrangement, one side of the housing 102 is supportedfor rotation relative to a mounting portion of an associated vehicle bya first bearing 122 of any suitable arrangement. In particular, thefirst bearing 122 supports the central portion of the sidewall portion114 of the drum or first portion 110 of the housing 102 for rotationrelative to a mounting portion of the associated vehicle, which cansurround the first bearing 122. Preferably, the first bearing 122 islocated axially outward (away from the central plane) from the motor104. The housing 102 is also supported for rotation on the axle 120 by asecond bearing 124 of any suitable arrangement. In particular, thesecond bearing 124 can be a bushing and can support the cover or secondportion 112 of the housing 102 for rotation on the axle 120. The axle120 preferably is supported by a suitable mounting portion of theassociated vehicle, such as at a location outboard of the housing 102.Thus, the first bearing 122 and the second bearing 124 can havedifferent diameters and, similarly, the mounting portions of theassociated vehicle on each side of the hub motor arrangement 100 canhave different internal sizes or diameters.

The transmission assembly 106 preferably comprises a planetary geararrangement 126 that transfers torque from the motor 104 to the housing102. In the illustrated arrangement, the planetary gear arrangement 126includes a sun gear 128, a plurality of first planet gears 130, aplurality of second planet gears 132 and a ring gear 134. The pluralityof first planet gears 130 are supported by a first planet carrier 136.The first planet carrier 136 also defines a carrier sun gear 138, whichengages the plurality of second planet gears 132. The plurality ofsecond planet gears 132 are carried by the plate portion 120 b of theaxle member 120. Each of the plurality of first planet gears 130 and theplurality of second planet gears 132 engage the ring gear 134.

Preferably, the sun gear 128 is driven by an output shaft of the motor104. The sun gear 128 drives the plurality of first planet gears 130,which drive the ring gear 134. Rotation of the plurality of first planetgears 130 also causes rotation of the first planet carrier 136. Thecarrier sun gear 138 rotates with the first planet carrier 136 anddrives the plurality of second planet gears 132. As describedpreviously, the axle member 120 is stationary and, thus, the plateportion 120 b remains stationary and the plurality of second planetgears 132 simply rotate about their axes on the stationary plate portion120 b of the axle member 120. The plurality of first planet gears 130and the plurality of second planet gears 132 drive the ring gear 134.

In the illustrated arrangement, the ring gear 134 is a generallybowl-shaped component that is separate from the first and second housingportions 110, 112; however, in alternative arrangements, the ring gear134 could be integrated with the one or more portions of the housing 102(e.g., portions 110 and/or 112). Preferably, the ring gear 134 defines avertically or radially-oriented sidewall portion 134 a and anaxially-extending, annular end wall portion 134 b. Preferably, asubstantial portion of the sidewall portion 134 a is substantiallyaligned with a central, vertical plane of the housing 102.

An inner surface of the annular end wall portion 134 b defines a gearportion (e.g., gear teeth) of the ring gear 134. Preferably, the ringgear 134 is coupled to the housing 102 (e.g., to the drum portion orfirst housing portion 110) by a suitable fastening arrangement, such asone or more fasteners. Thus, the ring gear 134 can transfer rotationalmotion from the planetary gear arrangement 126 to the housing 102.Preferably, a central portion of the sidewall portion 134 a of the ringgear 134 surrounds a portion of the motor 104 and engages the centralportion of the sidewall portion 114 of the housing 102. In addition,preferably, the motor 104 is secured to the central portion of thesidewall portion 134 a of the ring gear 134 by a suitable fasteningarrangement, such as one or more fasteners. The ring gear 134 and thesidewall portion 114 of the first housing portion 110 define a pocketthat accommodates the motor 104.

In the illustrated arrangement, because the motor 104 is secured to thehousing 102, the motor 104 rotates along with the housing 102. In orderto provide electrical power to the motor 104, a cup-shapedelectrically-conductive member 140 is carried by the central portion ofthe sidewall portion 114 of the first housing portion 110 of the housing102. The cup-shaped electrically-conductive member 140 is connected toone of the terminals (e.g., the negative terminal) of the motor 104. Abottom of the cup-shaped electrically-conductive member 140 (or sidewallin the illustrated orientation) can be contacted by a suitableelectrical conduit (e.g., wire) during rotation of the cup-shapedelectrically-conductive member 140 and housing 102. The other terminal(e.g., the positive terminal) of the motor 104 can be placed in contactwith the first bearing 122, which can be utilized to transfer electricalcurrent from a suitable electrical conduit (e.g., wire) to the positiveterminal.

In operation, the motor 104 can be powered by a suitable power source(e.g., a battery) and activated by a suitable user control, such as athrottle pedal, button, paddle or handgrip twist arrangement, forexample and without limitation. The motor 104 rotates the sun gear 128in a first rotational direction, which rotates the plurality of firstplanet gears 130 in a second rotational direction. The rotation of thefirst planet gears 130 also causes rotation of the plurality of secondplanet gears 132 in the second rotational direction (via rotation of thecarrier sun gear 138 in the first rotational direction). The rotation ofthe planet gears 130 and 132 drives or causes rotation of the ring gear134 in the second rotational direction, which, in turn, drives thehousing 102. Thus, the body or housing portion of the motor 104 rotatesin the second rotational direction along with the ring gear 134 andopposite the direction of rotation of the shaft of the motor 104.

One or more of the hub motor arrangements 100 can be used to providedriving power to an associated vehicle. The hub motor arrangement 100can be driven in a forward direction only, or can have both forward andreverse operations by changing the rotational direction of the motor104. One-way bearings or clutch mechanisms can be employed to allowdriving force in one direction (e.g., forward), while permitting thehousing 102 to rotate faster than it is being driven by the motor 104(over speed) and/or to permit the housing 102 to be free-wheeled in asecond direction (e.g., reverse). Alternatively, the hub motorarrangement 100 can be configured for forward operation only, withreverse motion requiring the resistance of the motor 104 to be overcome.

The planetary gear arrangement 126 can provide any desired overall gearratio to convert the torque or power provided by the motor 104 intosuitable torque or power for driving the housing 102 and, thus, thetraction element 108 depending on the desired operational speed of thehub motor arrangement 100 and associated vehicle. In the illustratedarrangement, the sun gear 128 is many times smaller (in diameter and/ornumber of gear teeth) than the first planet gears 130. The carrier sungear 138 is many times smaller (in diameter and/or number of gear teeth)than the second planet gears 132. In one arrangement, the sun gear 128has between about 10-20 teeth (e.g., 12 teeth), the first planet gears130 have between about 30-60 teeth (e.g., 45 teeth), the carrier sungear 138 has between about 15-35 teeth (e.g., 25 teeth), the secondplanet gears 132 have between about 35-50 teeth (e.g., 42 teeth) and thering gear 134 has between about 75-125 teeth (e.g., 100 teeth). However,in other arrangements, other numbers of gear teeth can be provided forany gear components of the planetary gear arrangement 126. In someconfigurations, the transmission 106 can have an overall ratio ofbetween about 1:80 to about 1:120 or any value or sub-range of valueswithin this range, such as about 1:100, for example and withoutlimitation.

The components of the hub motor arrangement 100 can be constructed fromany suitable material or combinations of materials by any suitableprocesses. For example, the primary components (e.g., the housing 102,gears 128, 130, 132 and 134, axle 120 and first planet carrier 136) canbe constructed from a suitable plastic material by a suitable process(e.g., injection molding). The tire or traction element 108 can beconstructed from a suitable rubber or rubber-like material, such aspolyurethane, for example. The material of the traction element 108 canbe molded directly onto the housing 102 or can otherwise be suitablecoupled to the housing 102. In some arrangements, the traction element108 can include an interior space that is filled with a gas or othersoft material to facilitate deformation of the traction element 108 toconform to irregularities of the surface on which the associated vehicleis operated.

Another alternative drive wheel arrangement or hub motor arrangement 240is illustrated in FIGS. 12-14 and is suitable for similar applicationsas the hub motor arrangements 40 and 100. Preferably, the hub motorarrangement 240 also makes use of a commercially-available standard DCbrush motor. The hub motor arrangement 240 shares similarities with thehub motor arrangements 40 and 100. Accordingly, the disclosure of thehub motor arrangement 240 is focused on the differences relative to theprior arrangements and any details not specifically disclosed can beassumed to be the same as or similar to corresponding features,arrangements or operations of the prior hub motor arrangements 40 and100. In addition, disclosure regarding any particular one of the hubmotor arrangements can generally apply to the other hub motorarrangements unless indicated or apparent otherwise.

The hub motor arrangement 240 includes a body or housing 242, which atleast partially encloses a motor 244 and transmission assembly 246. Insome configurations, a tire or other traction element 248 that contactsa surface upon which the associated vehicle is ridden is adjacent to oris directly carried by the housing 242. That is, preferably, a diameterof the traction element 248 is similar to but preferably slightly largerthan a diameter of the housing 242 and no substantial structuralelements (e.g., spokes and rim) are provided between the housing 242 andthe traction element 248. Thus, the illustrated hub motor arrangement240 is well-suited for small diameter wheel applications, such asride-on vehicles for children. However, in other configurations, the hubmotor arrangement 240 is coupled to a traction element (e.g., tire) byone or more structural elements (e.g., spokes and rim) at a diameterthat is substantially larger than the diameter of the hub motorarrangement 240.

As described above, preferably, the motor 244 is a standard,commercially-available small DC brush motor. The transmission assembly246 is configured to convert the speed and torque of the motor 244 intoa speed and torque suitable for the drive wheel (housing 242 andtraction element 248). In addition, the motor 244 and transmissionassembly 246 are configured for accommodation in the housing 242 that issuitably sized and shaped for use as a drive wheel for a small vehicle.In part, this is accomplished by positioning the motor 244 preferablyalong a center axis of the hub motor arrangement 240 and, in someconfigurations, offset axially or laterally to one side of a centralplane of the hub motor arrangement 240 or of the traction element 248.However, in some configurations, the motor 244 could be off-centerand/or spaced from the center axis of the hub motor arrangement 240.Advantageously, with the illustrated arrangement, a standard motor 244can be used along with a transmission assembly 246 suitable to convertthe power of the motor into suitable drive power for the drive wheelarrangement 240 to provide a relatively low-cost drive system for smallor child vehicle applications. In addition, such an arrangementpreserves space for the transmission of the hub motor arrangement 240.

The illustrated housing 242 comprises a first housing portion, drum orwheel 250, a second housing portion, first side cover or first wheel cap252 a and a third housing portion, second side cover or second wheel cap252 b. Together, the wheel 250 and wheel caps 252 a, 252 b define aninterior space that contains a portion or an entirety of the motor 244and/or the transmission assembly 246. Preferably, the wheel 250 definesa radial wall portion 254 and an annular end wall portion 256 thatcarries the traction element 248. In the illustrated arrangement, theradial wall portion 254 is located intermediate the lateral ends of theend wall portion 256 and extends radially inward therefrom to define anopening 260. That is, preferably, the radial wall portion 254 is annularin shape.

Similar to the other hub motor arrangements, the illustrated hub motorarrangement 240 does not include a central axle member that extendsentirely through the housing 242. Preferably, when incorporated into anassociated vehicle, both sides of the hub motor arrangement 240 aresupported; however, preferably load is transferred between the sides bya plurality of connecting shafts 274 instead of by a central axle. Inthe illustrated arrangement, the plurality of connecting shafts 274extends between the wheel caps 252 a, 252 b. Preferably, the plurality(e.g., four) of connecting shafts 274 are located at identical radialpositions and spaced at equal angles from one another. In otherarrangements, different numbers of connecting shafts 274 can beprovided, such as one, two, three, five or more. The connecting shafts274 can be secured to the wheel caps 252 a, 252 b by any suitablearrangement. In some configurations, the connecting shafts 274 can beembedded into one of the wheel caps 252 a or 252 b during themanufacture of the wheel cap 252 a or 252 b. For example, the wheel cap252 a or 252 b can be a molded member (e.g., injection-molded) and canbe molded over end portions of the connecting shafts 274. The otherwheel cap 252 a or 252 b can be secured to the connecting shafts 274 byany suitable arrangement, such as via one or more fasteners or aslip-fit, snap-fit or press-fit arrangement, for example. Preferably,the connecting shafts 274 overlap the motor 244 in a lateral or axialdirection (along the axis of rotation).

With such an arrangement, the wheel caps 252 a, 252 b and connectingshafts 274 function as an axle shaft of the hub motor arrangement 240about which a portion of the housing 242 (e.g., the wheel 250) rotates.Thus, the wheel caps 252 a, 252 b can be referred to as lateral supportmembers. Preferably, one or more, or each, of the connecting shafts 274supports a bearing 262 of any suitable arrangement (e.g.,cartridge-style ball bearing assembly). The bearings 262, in turn,support the wheel 250 for rotation relative to the wheel caps 252 a, 252b and connecting shafts 274. In the illustrated arrangement, the radialwall portion 254 and, in particular, a portion of a surface defining theopening 260 forms a support surface 264 that contacts and rotates uponthe bearings 262. Advantageously, with such an arrangement, some orsubstantially all of the radial loads applied to the wheel 250 aretransferred to the wheel caps 252 a, 252 b and connecting shafts 274 viathe bearings 262 to reduce or substantially eliminate radial loading ofthe transmission 246 for increased efficiency.

Preferably, each of the wheel caps 252 a, 252 b includes a hub portionor mounting boss 266 that allows the hub motor arrangement 240 to beoperatively coupled to an associated vehicle. The mounting bosses 266extend axially outward from the main body portions of the wheel caps 252a, 252 b and can be generally cylindrical in shape. If desired, eachmounting boss 266 can include an inner cavity. Thus, the outside orinside surfaces, or both, can be utilized for mounting purposes. In someconfigurations, the mounting bosses 266 and the main body portions ofthe wheel caps 252 a, 252 b are formed as a single piece or unitarystructure. However, in other configurations, the mounting bosses 266could be separate pieces suitably coupled to the main body portions ofthe wheel caps 252 a, 252 b.

The illustrated first wheel cap 252 a includes anaxially-inward-projecting support structure 268, which preferablyincludes a wall portion that surrounds at least a portion of the motor244 and defines a pocket that receives the motor 244. Preferably, thesupport structure 268 extends along a substantial length of the motor244, such as at least about one-half or about two-thirds of a length ofthe motor 244. In addition, preferably, a cap 270 is configured to becoupled to the support structure 268 and surround at least a portion ofthe motor 244. In the illustrated arrangement, the support structure 268and the cap 270 cooperate to receive and encapsulate the motor 244within a motor space, with an end of the cap 270 having an opening topermit a drive shaft of the motor 244 to project therethrough. The cap270 is secured to the support structure 268 or other portion of thefirst wheel cap 252 a by any suitable arrangement, such as a snap-fit orfastener(s). If desired, one or more fasteners can extend through aportion of the cap 270 located adjacent to an end surface of the motor244 and couple the motor 244 to the cap 270. Preferably, the supportstructure 268 also includes portions that surround and/or provide axialsupport to the connecting shafts 274.

The first wheel cap 252 a can also include recesses 272 that extendinwardly from an outer surface and include openings (e.g., slots) thatpass through the first wheel cap 252 a and into a cavity occupied by themotor 244. The openings in the recesses 272 can permit wiring or othercontrol elements to connect to the motor 244 from outside the hub motorarrangement 240. Advantageously, by placing the openings within recesses272, the opportunity for dirt, debris or other foreign objects to enterthe openings is reduced. If desired, seals could be utilized to closeoff the openings, but allow desired structures (e.g., wires) to passtherethrough. In some configurations, the motor 244 could be completelyoutside of the housing 242 or, as illustrated, can be completely withinthe housing 242, depending on factors such as the amount of spaceavailable, especially in a width direction (along the center orrotational axis). However, in at least the illustrated arrangement,preferably the motor 244 is replaceable in a cost effective manner inthe event of failure, unlike conventional hub motor arrangements havingmotors that are integrated with the housing or other major structuralelements.

Advantageously, as discussed above, the illustrated arrangement is not athrough-shaft type of arrangement in which an axle member or arrangementpasses completely through the center of the hub motor, but is adistributed axle arrangement that provides suitable support whilepermitting the motor 244 to be centrally-located or aligned with acentral, rotational axis of the hub motor arrangement 40 and to occupy aportion of the axis of rotation. That is, the motor 244 is not a hollowdesign that surrounds the axis of rotation. Such an arrangement providesa well-balanced hub motor arrangement 240 while permitting the use of astandard, commercially-available “off-the-shelf” motor 244 to keep costslow. In addition, as described herein, one or more of the connectingshafts 274 also support components of the transmission assembly 246,which results in an efficient overall structure that reduces the totalnumber of parts of the hub motor arrangement 240 to keep costs low.Although through-shaft type axle designs can also permit a motor to bealigned with a central, rotational axis of a motor, such an arrangementwould require a custom motor design or at least a large motor designbecause the axle needs to be sufficient to support a substantial portionof the weight of the associated vehicle. In the illustrated arrangement,the shaft of the motor 244 preferably does not support any significantweight of the associated vehicle.

The transmission assembly 246 preferably comprises a planetary geararrangement 282 that transfers torque from the motor 244 to the wheel250. In the illustrated arrangement, the planetary gear arrangement 282includes a sun gear 284, one or more planet gears 286 and a ring gear288. Preferably, the sun gear 284 is driven by an output shaft of themotor 244. In the illustrated arrangement, the sun gear 284 drives afirst gear portion 286 a of each of the planet gears 286 and a secondgear portion 286 b of each of the planet gears 286 drives the ring gear288. In other arrangements, the planet gears 286 could have a singleportion. The portions 286 a and 286 b of the planet gears 286 are formedby a unitary gear member in the illustrated arrangement; however, inother arrangements, the portions 286 a and 286 b could be formed byseparate components preferably that are coupled for rotation with oneanother. The planet gears 286 are supported for rotation by a respectiveone of the connecting shafts 274. In the illustrated arrangement, one ormore shafts 274 are structural only and do not carry a planet gear 286.Thus, there could be two, three, four, five or more shafts 274 andplanet gears 286 carried by one or any number of shafts 274 less thanthe entirety of available shafts 274, for example. As illustrated, half(e.g., two) of the shafts 274 carry planet gears 286 and half (e.g.,two) do not. Preferably, the planet gears 286 are carried by alternatingor opposing shafts 274. In other configurations, there can equal numbersof shafts 274 and planet gears 286.

In the illustrated arrangement, the ring gear 288 is formed by a portionof a surface of the radial wall portion 254 of the wheel 250 thatdefines the opening 260. However, the ring gear 288 could alternativelybe defined by an annular component that is separate from the wheel 250and connected thereto as an integrated unit or is drivingly coupledthereto (similar to the arrangements 40, 100) to at least partiallyisolates the ring gear 288 from loads applied to the wheel 250.Preferably, the ring gear 288 surrounds the connecting shafts 274 or, inother words, the connecting shafts 274 pass through the central opening260 of the annular ring gear 288.

In operation, the motor 244 can be powered by a suitable power source(e.g., a battery) and activated by a suitable user control, such as athrottle pedal, button, paddle or handgrip twist arrangement, forexample and without limitation. The motor 244 rotates the sun gear 284,which rotates the planet gears 286. As described, the wheel caps 252 a,252 b and connecting shafts 274 function as an axle assembly of the hubmotor arrangement 240 about which a portion of the housing 242 (e.g.,the wheel 250) rotates. Thus, the wheel caps 252 a, 252 b and connectingshafts 274 can be considered as a stationary carrier for the planetgears 286. Therefore, in the illustrated arrangement, the planet gears286 rotate about the connecting shafts 274, but otherwise do not rotateas a unit relative to the motor 244. Rather, the rotation of the planetgears 286 drives or causes rotation of the ring gear 288, which, inturn, drives the wheel 250.

One or more of the hub motor arrangements 240 can be used to providedriving power to an associated vehicle. The hub motor arrangement 240can be driven in a forward direction only, or can have both forward andreverse operations by changing the rotational direction of the motor244. One-way bearings or clutch mechanisms can be employed to allowdriving force in one direction (e.g., forward), while permitting thewheel 250/portion of the housing 242 to rotate faster than it is beingdriven by the motor 244 (over speed) and/or to permit the wheel250/portion of the housing 242 to be free-wheeled in a second direction(e.g., reverse). Alternatively, the hub motor arrangement 240 can beconfigured for forward operation only, with reverse motion requiring theresistance of the motor 244 to be overcome.

The planetary gear arrangement 282 can provide any desired overall gearratio to convert the torque or power provided by the motor 244 intosuitable torque or power for driving the wheel 250/portion of thehousing 242 and, thus, the traction element 248 depending on the desiredoperational speed of the hub motor arrangement 240 and associatedvehicle. In the illustrated arrangement, the sun gear 284 is many timessmaller (in diameter and/or number of gear teeth) than the firstportions 286 a of the planet gears 286. The second portions 286 b of theplanet gears 286 are many times smaller (in diameter and/or number ofgear teeth) than the first portions 286 a of the planet gears 286. Inone arrangement, the sun gear 284 has between about 5-20 teeth (e.g., 10teeth), the first portions 286 a of the planet gears 286 have betweenabout 50-100 teeth (e.g., 80 teeth), the second portions 286 b of theplanet gears 286 have between about 5-20 teeth (e.g., 10 teeth) and thering gear 288 has between about 60-120 teeth (e.g., 90 teeth) or anyvalue or sub-range within the recited ranges. However, in otherarrangements, other numbers of gear teeth can be provided for any gearcomponents of the planetary gear arrangement 282. In someconfigurations, the transmission 246 can have an overall ratio ofbetween about 1:15 to about 1:50 or any value or sub-range of valueswithin this range, such as about 1:30, for example and withoutlimitation.

The components of the hub motor arrangement 240 can be constructed fromany suitable material or combinations of materials by any suitableprocesses. For example, connecting shafts 274 can include or can be madefrom a metal material, such as steel, which can be (e.g., chrome) platedor otherwise surface treated. Other components or assemblies (e.g., thehousing 242 and gears 284, 286) can be constructed from a suitableplastic material by a suitable process (e.g., injection molding). Forexample, the wheel caps 252 a, 252 b and wheel 250 can be constructedfrom ABS material, the cap 270 can be constructed from polypropylene andthe gears 284, 286 can be constructed from POM or nylon. The tire ortraction element 248 can be constructed from a suitable rubber orrubber-like material, such as polyurethane, for example. The material ofthe traction element 248 can be molded directly onto the wheel250/portion of the housing 242 or can otherwise be suitable coupled tothe wheel 250/portion of the housing 242. As illustrated, the outerperiphery of the wheel 250/portion of the housing 242 can include anengagement structure 298 that assists in coupling the traction element248 to the wheel 250/portion of the housing 242. The engagementstructure 298 can be a plurality of indents or recesses provided in aspaced configuration to obtain mechanical engagement between the wheel250/portion of the housing 242 and the traction element 248 to resistseparation or relative rotation therebetween. In some arrangements, thetraction element 248 can include an interior space that is filled with agas or other soft material to facilitate deformation of the tractionelement 248 to conform to irregularities of the surface on which theassociated vehicle is operated.

FIGS. 17-23 illustrate a hub motor arrangement that is similar in manyrespects to the hub motor arrangement 40 of FIGS. 1-6. Accordingly, thesame reference numbers are used to indicate the same or similarcomponents. Components or features of the hub motor arrangement 40 ofFIGS. 17-23 not specifically described can be the same as or similar tocorresponding components or features of the hub motor arrangement 40 ofFIGS. 1-6, other hub motor arrangements described herein or can be ofany other suitable arrangement. The hub motor arrangement 40 of FIGS.17-23 is well-suited for use with the vehicle 20 of FIG. 1 or othervehicles.

The hub motor arrangement 40 of FIGS. 17-23 includes a body or housing42, which at least partially encloses a motor 44 and transmissionassembly 46. Preferably, a tire or other traction element 48 thatcontacts a surface upon which the associated vehicle is ridden isadjacent to or is directly carried by the housing 42. That is,preferably, a diameter of the traction element 48 is similar to butpreferably slightly larger than a diameter of the housing 42. Thus, theillustrated hub motor arrangement 40 is well-suited for small diameterwheel applications, such as ride-on vehicles for children. In theillustrated arrangement, a radially compliant member 300 is positionedbetween the housing 42 and the traction element 48. Thus, the radiallycompliant member 300 is generally annular in shape. The radiallycompliant member 300 is configured to transfer rotational force from thehousing 42 to the traction element 48, but can compress at leastsomewhat in a radial direction to accommodate irregularities in thesurface upon which an associated vehicle travels and to provide somebump absorption in a manner similar to a pneumatic tire. Preferably,much like a pneumatic tire, the radially compliant member 300 provides aresilient force that limits the radial compression of the tractionelement 48. The radially compliant member 300 can be the same as orsimilar to airless tires presently available, such as those marketed byMichelin and Bridgestone, for example.

The radially compliant member 300 can be constructed of a material thatis different than the housing 42 or the traction element 48. In someconfigurations, the radially compliant member 300 is constructed frompolyurethane, the housing 42 is constructed from a relatively rigidplastic, such as ABS, and the traction element 48 is constructed fromrubber or a rubber-like material. However, any material used for orsuitable for use in tires could also be used for the traction element48. In the illustrated arrangement, the radially compliant member 300comprises a plurality of generally radially extending elements 302 thatcan compress or buckle in a radial direction. In some configurations,the elements 302 include two or more sections that are angled withrespect to the radial direction. In the illustrated arrangement, theelements 302 include three angled sections with innermost and outermostsections angled in the same direction and free ends thereof connected bya section angled in the opposite direction. When viewed from the side,the elements 302 have a substantially “Z” or “S” shape. In someconfigurations, the innermost and outermost sections can have the sameor substantially the same angle relative to the radial direction. Inuse, the elements 302 can compress in height to allow for radialcompression of the traction element 48. The elements 302 can be the onlyelements 302 of the radially compliant member 300 or the radiallycompliant member 300 can include additional elements or structures. Theelements 302 can be substantially the same width as the housing 42and/or traction element 48 or can be narrower that the housing 42 and/ortraction element 48. In other configurations, the elements 302 could bewider than the housing 42 and/or traction element 48.

The radially compliant member 300 can comprise an inner connectingportion, which can be an inner connecting ring 304, and an outerconnecting portion, which can be an outer connecting ring 306. The innerconnecting ring 304 and the outer connecting ring 306 connect theelements 302 with the housing 42 and the traction element 48,respectively. The inner connecting ring 304 and the outer connectingring 306 can be connected to the housing 42 and the traction element 48,respectively, by any suitable arrangement. In some configurations, thehousing 42 and/or traction element 48 can include structures definingone or more undercuts to assist in coupling the radially compliantmember 300 to the housing 42 and the traction element 48. The tractionelement 48 can comprise a plurality of lugs 308 that increase in sizeextending in a radially inward direction from an inner surface of thetraction element 48. The outer connecting ring 306 can engage the lugs308. The housing 42 comprises a pair of annular grooves 310 on eachside. In some configurations, a plurality of passages 312 extends in anaxial direction through the housing 42 and can connect the grooves 310.The inner connecting ring 304 can occupy the grooves 310 and a portionor an entirety of the passages 312. The passages 312 can assist inallowing the escape of air or gas bubbles during the molding of theradially-compliant member 300, which can be molded directly onto thehousing 42 and/or the traction element 48, such as by an insert moldingor over molding process, for example.

As described above, preferably, the motor 44 is a standard,commercially-available small DC brush motor. The transmission assembly46 is configured to convert the speed and torque of the motor 44 into aspeed and torque suitable for the drive wheel (housing 42 and tractionelement 48). In addition, the motor 44 and transmission assembly 46 areconfigured for accommodation in the housing 42 that is suitably sizedand shaped for use as a drive wheel for a small vehicle. In part, thisis accomplished by positioning the motor 44 preferably along a centeraxis of the hub motor arrangement 40 and offset axially or laterally toone side of a central plane of the hub motor arrangement 40 or of thetraction element 48. However, in some configurations, the motor 44 couldbe off-center and/or spaced from the center axis of the hub motorarrangement 40. Preferably, the motor 44 is surrounded by one or both ofa support bearing for the housing 42 and a mount of the hub motorarrangement 40. In the illustrated arrangement, a portion of the motor44 is laterally or axially inboard of the support bearing and/or mountthat is nearest the motor 44 (if multiple bearings/mounts are provided)and a portion of the motor 44 is laterally or axially outboard of thesupport bearing and/or mount. Advantageously, with such an arrangement,a standard motor 44 can be used along with a transmission assembly 46suitable to convert the power of the motor into suitable drive power forthe drive wheel arrangement 40 to provide a relatively low-cost drivesystem for small or child vehicle applications. In addition, such anarrangement preserves space for the transmission of the hub motorarrangement 40.

The illustrated housing 42 comprises a first housing portion or drum 50and a second housing portion or cover 52. Together, the drum 50 andcover 52 define an interior space that contains the transmissionassembly 46 and accommodates at least a portion of the motor 44.Preferably, the drum 50 defines a sidewall portion 54 and an annular endwall portion 56 that carries the traction element 48. The cover 52 issecurable to the end of the annular end wall portion 56 opposite thesidewall portion 54 by a suitable arrangement (e.g., one or morefasteners) and defines a second sidewall portion of the housing 42. Asdiscussed below, the housing 42 may also include an interconnectingarrangement 400 to provide additional support to the housing 42 andbetter transfer the load of the motor 44.

The illustrated hub motor arrangement 40 also includes an axle shaft 60(also referred to simply as the “axle”) that, preferably, and in theillustrated arrangement, does not extend entirely through the housing42, but is an interrupted axle arrangement in which the axle 60 extendsonly partially through the housing 42 in the axial direction. The axle60 preferably defines an axis of rotation for the housing 42. The axle60 can be a metal shaft, or can be another suitable structure. Forexample, the housing 42 could have left-right symmetry and the axle 60could be substantially larger in diameter than illustrated. Thus, theterm “axle” is a broad term used with its ordinary meaning, which caninclude structures for rotatably supporting another object. In someconfigurations, the axle 60 may be formed integral with the firstlateral support member 62.

Preferably, when incorporated into an associated vehicle, both sides ofthe hub motor arrangement 40 are supported; however, the axle 60supports only one side of the hub motor arrangement 40. A first lateralsupport member 62 is supported by an inboard end of the axle 60. Asecond lateral support member 68 also includes a central boss or hubportion 70 and a vertically-oriented plate portion 72 located on alaterally-inward end of the hub portion 70. Thus, the plate portion ofthe first lateral support member 62 faces the plate portion of thesecond lateral support member 68 with the respective hub portionsextending away from one another in a lateral direction. A space isprovided between the first lateral support member 62 and the secondlateral support member 68, which space accommodates one or morecomponents of the transmission assembly 46. As discussed in greaterdetail below, the interconnecting arrangement 400 provides additionalsupport and better transfers the load of the motor 44 through anarrangement of interconnecting recesses and protrusions that are locatedbetween one or more components of the transmission assembly 46 as shownin FIGS. 17-20 and discussed in greater detail below.

As illustrated in FIGS. 17-20, the first lateral support member 62 andthe second lateral support member 68 can be connected by a plurality(e.g., two) of connecting shafts 74 that preferably are located atidentical radial positions. In other arrangements, different numbers ofconnecting shafts 74 can be provided, such as one, three, five or more.The connecting shafts 74 can be secured to the support members 62 and 68by any suitable arrangement. In the illustrated configuration, theconnecting shafts 74 are embedded into one of the support members 62 and68 (i.e., the second lateral support member 68) during the manufactureof the support member 62 or 68. For example, the second lateral supportmember 68 can be a molded member (e.g., injection-molded) and can bemolded over end portions of the connecting shafts 74. The other supportmember 62 or 68 can be secured to the connecting shafts 74 by anysuitable arrangement, such as via one or more fasteners or a snap-fit orpress-fit arrangement, for example. Preferably, the connecting shafts 74overlap one or both of the motor 44 and the axle 60 in a lateral oraxial direction (along the axis of rotation). Instead of or in additionto the connecting shafts 74, the interconnecting arrangement 400 may beprovided on either side of the transmission assembly 46 to betterdistribute the load across the hub assembly. The interconnectingprotrusions and recesses of the interconnecting arrangement 400 allowfor additional support beyond the support provided by the connectingshafts 74, specifically in the area of the housing not occupied by thetransmission assembly 46. Additional details regarding theinterconnecting assembly 400 are discussed below.

As in the embodiment shown in FIGS. 1-6, the hub portion of the secondlateral support member 68 can surround at least a portion of the motor44. Preferably, the hub portion of the second lateral support member 68extends along a substantial length of the motor 44, such as at leastabout one-half or at least about two-thirds of a length of the motor 44.In addition, preferably, the motor 44 is secured to the second lateralsupport member 68 by a suitable arrangement, such as one or morefasteners, which extend through a portion of the plate portion of thesecond lateral support member 68 located adjacent to an end surface ofthe motor 44. A cover 77 can cover a laterally outboard portion of themotor 44 and can be used to secure at least one side of the hub motorarrangement 40 to a vehicle. For example, the cover 77 can include amounting plate portion that can be vertically-oriented (perpendicular tothe axis of rotation). The cover 77 can also include features to helpkeep the motor 44 cool, such as cooling fins and or vent openings, forexample. In some configurations, the motor 44 can transfer load from thecover 77 to the hub portion of the second lateral support member 68.

Preferably, one or both of the hub portion of the first lateral supportmember 62 and the hub portion of the second lateral support member 68extends from within the housing 42 to outside of the housing 42. Similarto the embodiment illustrated in FIG. 4, a first bearing 78 can beinterposed between the housing 42 (the drum or first housing portion 50)and the hub portion 64 of the first lateral support member 62 and asecond bearing 80 can be interposed between the housing 42 (the cover orsecond housing portion 52) and the hub portion 70 of the second lateralsupport member 68. With such an arrangement, the axle 60, first lateralsupport member 62, connecting shafts 74 and the second lateral supportmember 68 function as an axle shaft of the hub motor arrangement 40about which the housing 42 rotates on the bearings 78 and 80. In someconfigurations, the motor 44 could be completely outside of the housing42 (e.g., outside bearing 80) or completely within the housing 42,depending on factors such as the amount of space available, especiallyin a width direction (along the center or rotational axis). However, inat least the illustrated arrangement, preferably the motor 44 isreasonably accessible without significant disassembly of the hub motorarrangement 40. Such an arrangement allows the motor 44 to be replacedin a cost effective manner in the event of failure, unlike conventionalhub motors that utilize motors that are integrated with the housing andother major structural elements.

Advantageously, the illustrated arrangement is not a through-shaft typeof arrangement in which an axle member or arrangement passes completelythrough the center of the hub motor, but is a distributed axlearrangement that provides suitable support while permitting the motor 44to be centrally-located or aligned with a central, rotational axis ofthe hub motor arrangement 40 and to occupy a portion of the axis ofrotation. That is, the motor 44 is not a hollow design that surroundsthe axis of rotation. Such an arrangement provides a well-balanced hubmotor arrangement 40 while permitting the use of a standard,commercially-available “off-the-shelf” motor 44 to keep costs low. Inaddition, as described herein, one or more of the first lateral supportmember 62, connecting shafts 74 and the second lateral support member 68are also components of the transmission assembly, which results in anefficient overall structure that reduces the total number of parts ofthe hub motor arrangement 40 to keep costs low. Although through-shafttype axle designs can also permit a motor to be aligned with a central,rotational axis of a motor, such an arrangement would require a custommotor design or at least a large motor design because the axle needs tobe sufficient to support a substantial portion of the weight of theassociated vehicle. In the illustrated arrangement, the shaft of themotor 44 preferably does not support any significant weight of theassociated vehicle.

Similar to the illustrated arrangement shown in FIGS. 1-6, thisarrangement can have a first bearing 78 and the second bearing 80 thathave different diameters. The first bearing 78 can surround the axle 60and the hub portion 64 of the first lateral support member 62. Thesecond bearing 80 is larger than the first bearing 78 and can surroundthe motor 44 and the hub portion 70 of the second lateral support member68. In addition, in at least some configurations, the hub motorarrangement 40 is mounted to an associated vehicle at a mount location Lsuch that the mounting portion of the vehicle surrounds the motor 44.The mount location L preferably is outboard of the second bearing 80 andmay be axially aligned with a portion of the hub portion of the secondlateral support member 68 such that the mounting portion of the vehicleis directly or indirectly supported on the hub portion of the secondlateral support member 68. A second mount location L is provided by aportion of the axle 60 outboard of the hub portion of the first lateralsupport member 62. Such an arrangement allows the width of the housing42 to be reduced or minimized, which is advantageous for vehicles withlimited space in a width direction, such as two-wheeled scooters forexample and without limitation. That is, if the mount location Lsurrounds the motor 44, the space for the hub motor arrangement 40 doesnot have to accommodate the entire width (or, in the illustratedarrangement, the axial length) of the motor 44. Moreover, the directdrive arrangement of the hub motor arrangement 40 allows the chain drivearrangement of prior electric scooters to be omitted, which savessignificant weight and cost.

The transmission assembly preferably comprises a planetary geararrangement that transfers torque from the motor 44 to the housing 42.In the illustrated arrangement, the planetary gear arrangement includesa sun gear 84, two planet gears 86 and a ring gear 88. Preferably, thesun gear 84 is driven by an output shaft of the motor 44. In theillustrated arrangement, the planet gears 86 are double spur gearsconfigured such that the sun gear 84 drives a first gear portion 86 a ofeach of the planet gears 86 and a second gear portion 86 b of each ofthe planet gears 86 drives the ring gear 88. In other arrangements, theplanet gears 86 could have a single portion. The portions 86 a and 86 bof the planet gears 86 are formed by a unitary gear member in theillustrated arrangement; however, in other arrangements, the portions 86a and 86 b could be formed by separate components preferably that arecoupled for rotation with one another. The planet gears 86 are supportedfor rotation by a respective one of the connecting shafts 74. In theillustrated arrangement, there are equal numbers of shafts 74 and planetgears 86. However, in other configurations, one or more shafts 74 couldbe structural only and not carry a planet gear 86. Thus, there could betwo, three, four, five or more shafts 74 and planet gears 86 carried byone or any number of additional shafts 74 less than the entirety ofavailable shafts 74, for example. In some embodiments there could bemore than two planet gears 86.

In the illustrated arrangement, the ring gear 88 is an annular componentthat is separate from the first and second housing portions 50, 52. Suchan arrangement at least partially isolates the ring gear 88 from loadsapplied to the housing 48, which can be advantageous for higher loadapplications (e.g., larger vehicles). However, in alternativearrangements, the ring gear 88 could be integrated with the one or moreportions of the housing 42 (e.g., portions 50 and/or 52), such as forlower load applications (e.g., smaller vehicles). Preferably, the ringgear 88 surrounds the connecting shafts 74 or, in other words, theconnecting shafts 74 pass through the central opening of the annularring gear 88. An inner surface of the annular ring gear 88 defines agear portion 88 a (e.g., gear teeth) of the ring gear 88. An outersurface of the ring gear 88 defines a plurality of drive protrusions 90that define recesses 92 in between. In some configurations, the ringgear 88 interlocks and is supported by the housing 42. In theseconfigurations, the ring gear 88 is a separate piece from the housing 42to allow for better tolerances between the ring gear 88 and the housing42 during higher load applications. The ring gear 88 can be formed froma low friction material including polyoxymethylene to allow the ringgear 88 to rotate with lower friction between the ring gear 88 and thehousing 42.

Similarly, the drum portion or first housing portion 50 of the housing42 can have an inner surface that defines a plurality of driveprotrusions 94 with recesses 96 in between. Preferably, the recesses 92and 96 of the ring gear 88 and the housing 42, respectively, are sizedand shaped to accommodate the drive protrusions 94 and 90 of the housing42 and the ring gear 88. In some arrangements, the drive protrusions 90and 94 (and recesses 92 and 96) can have substantially the same size andshape or complementary sizes and shapes. Preferably, the driveprotrusions 90 and 94 are fairly large (as compared to gear teeth) toease manufacturing and assembly. For example, in one arrangement, eightprotrusions 90 and 94 can be provided on each of the ring gear 88 andthe housing 42 and the protrusions 90 of the ring gear 88 have a smallerradial dimension than the protrusions 94 of the housing 42. Thus, thering gear 88 can transfer rotational motion from the planetary geararrangement 82 to the housing 42.

In some configurations, hub motor assembly includes an engagement orinterconnecting arrangement that provides additional support andrigidity to the assembly. Preferably, the interconnecting arrangement400 utilizes the space within the housing 42 that is not blocked oroccupied by the planetary gears for engagement between the two sides ofthe housing 42. The interconnecting arrangement 400 may be formedintegrally with the two members 50, 52, of the housing 42 or may beseparate pieces operably coupled to the housing or other portions of theassembly. The interconnecting arrangement 400 includes at least onefirst interconnecting member 410 that, along with the cover 77 and thecover 52 of the housing 42, can be used to secure at least one side ofthe hub motor arrangement 40 to a vehicle. For example, the firstinterconnecting member 410 can be formed integrally with the cover 52 ofthe housing 42. In some configurations, the motor 44 can transfer loadfrom the first interconnecting member 410 to the second lateral supportmember 68. As illustrated, the first interconnecting member 410 includesportions that occupy the space outside the planet gears 86 to provideadditional support and stability to the motor 44. The firstinterconnecting member 410 can be circular and can extend around thediameter of the housing 42. Preferably, the first interconnecting member410 is sized so that its outer diameter is smaller than the innerdiameter of the ring gear 88.

The first interconnecting member 410 includes openings 425 to allow theconnecting shafts 74 to pass through the interconnecting member 410. Theinterconnecting member 410 also includes recesses that can receiveportions of the planet gears 86 and allow rotation of the planet gears86. One recess 415 is illustrated, though a second recess 415 is locatedbehind the illustrated planet gear 86. In addition, the firstinterconnecting member 410 also includes a plurality of recesses andprotrusions that fit within the space outside of the outer circumferenceof the planet gears 86 to provide additional stability to the hub motorarrangement. As illustrated, a wedge-shaped protrusion 454 extendsaxially from the surface of the first interconnecting member 410. Twoprotrusions 454 are shown in FIG. 18, occupying the space outside of thetwo planet gears 86. The protrusion 454 includes a recess 450 in whichare disposed a plurality of protrusions 452. As illustrated, each recess450 can include multiple smaller protrusions 452 that extend axially andare spaced apart. In the illustrated embodiment, there are threeprotrusions 452 per recess 450; however, other configurations may haveone, two, four, or more protrusions within each recess. Each largerprotrusion 454 can also include additional recesses that provideadditional engagement with a second interconnecting member 420 and canassist in alignment of the interconnecting members. Preferably, theprotrusions 454 and 452 and recesses 450 occupy the majority of, if notnearly the entirety of the unoccupied axial space outside of the planetgears 86 so that the added support and benefits can be maximized. Insome embodiments, the protrusions and recesses of the interconnectingmembers can include fastening members such as clips, screws, press-fitmembers, or other fastening devices. The first interconnecting member410 may be formed integral with the housing 42 or may be separatelyformed.

The interconnecting arrangement 400 also includes a secondinterconnecting member 420. Preferably, the second interconnectingmember 420 is configured to engage the first interconnecting member 410through the ring gear 88 and with the planet gears 86 between the firstand second interconnecting members 420 and 410. Preferably, the secondinterconnecting member 420 includes protrusions and recesses thatcorrespond to those of the first interconnecting member 410 so that theprotrusions on the first member 410 can be received in the recesses onthe second member 420 and vis versa. In this manner, the first andsecond interconnecting members 420 and 410 can securely engage oneanother and resist transverse movement relative to one another. Forexample, as illustrated, the second interconnecting member 420 includesa wedge-shaped recess 444 at a location that corresponds to the spaceoutside the planet gears 86. The recess 444 can be defined by an outerprotrusion or extending member. The recess 444 includes a protrusion 440that includes a plurality of recesses 442. The recess 444, protrusion440 and plurality of recesses 442 of the second interconnecting member420 are configured to mate with the wedge 454, recess 450, and pluralityof protrusions 452 of the first interconnecting member 410. Theprotrusions 452 can be received within the recesses 442 when the firstand second interconnecting members 410 and 420 are pressed together. Inother embodiments, the recess 444 can include multiple protrusions andthe multiple protrusions can include one or more recesses. In yet otherembodiments, the protrusion 440 can include a single recess or caninclude 2, 3, 4, 5 or more recesses for receiving protrusions on thefirst interconnecting member 410. The second interconnecting member 420may be formed integral with the cover 50 of the housing 42 or may beseparate piece with its outer diameter smaller than the inner diameterdefined by the ring gear 88. Two recesses 444 are shown in FIG. 17,occupying the space between the two planet gears 86, but in otherembodiments there can be just one recess 444 or more than two recesses444. The exploded view of a hub motor arrangement shown in FIG. 21illustrates schematic representations of the first interconnectingmember 410 and the second interconnecting member 420 illustrating wherethe first and second interconnecting members could fit withinembodiments of a hub motor arrangement such as those shown in FIGS.17-20.

Also, similar to the embodiment illustrated in FIG. 5, the drum portionor first housing portion 50 of the housing 42 can have an inner surfacethat defines a plurality of drive protrusions 94 with recesses 96 inbetween. Preferably, the recesses 92 and 96 of the ring gear 88 and thehousing 42, respectively, are sized and shaped to accommodate the driveprotrusions 94 and 90 of the housing 42 and the ring gear 88. In somearrangements, the drive protrusions 90 and 94 (and recesses 92 and 96)can have substantially the same size and shape or complementary sizesand shapes. Preferably, the drive protrusions 90 and 94 are fairly large(as compared to gear teeth) to ease manufacturing and assembly. Forexample, in one arrangement, eight protrusions 90 and 94 can be providedon each of the ring gear 88 and the housing 42 and the protrusions 90 ofthe ring gear 88 have a smaller radial dimension than the protrusions 94of the housing 42. Thus, the ring gear 88 can transfer rotational motionfrom the planetary gear arrangement 82 to the housing 42.

In operation, the motor 44 can be powered by a suitable power source(e.g., a battery) and activated by a suitable user control, such as athrottle pedal, button, paddle or handgrip twist arrangement, forexample and without limitation. The motor 44 rotates the sun gear 84,which rotates the planet gears 86. As described, the first lateralsupport member 62, connecting shafts 74 and the second lateral supportmember 68 (along with the axle 60) function as an axle assembly of thehub motor arrangement 40 about which the housing 42 rotates. Thus, thefirst lateral support member 62 and/or the second lateral support member68, along with the connecting shafts 74, can be considered as astationary carrier for the planet gears 86. Therefore, in theillustrated arrangement, the planet gears 86 rotate about the connectingshafts 74, but otherwise do not rotate as a unit (with the first lateralsupport member 62, connecting shafts 74 and the second lateral supportmember 68) relative to the motor 44. Rather, the rotation of the planetgears 86 drives or causes rotation of the ring gear 88, which, in turn,drives the housing 42.

As described with respect to FIGS. 1-6. one or more of the hub motorarrangements 40 can be used to provide driving power to an associatedvehicle. The hub motor arrangement 40 can be driven in a forwarddirection only, or can have both forward and reverse operations bychanging the rotational direction of the motor 44. One-way bearings orclutch mechanisms can be employed to allow driving force in onedirection (e.g., forward), while permitting the housing 42 to rotatefaster than it is being driven by the motor 44 (over speed) and/or topermit the housing 42 to be free-wheeled in a second direction (e.g.,reverse). Alternatively, the hub motor arrangement 40 can be configuredfor forward operation only, with reverse motion requiring the resistanceof the motor 44 to be overcome.

As described previously, the planetary gear arrangement 82 can provideany desired overall gear ratio to convert the torque or power providedby the motor 44 into suitable torque or power for driving the housing 42and, thus, the traction element 48 depending on the desired operationalspeed of the hub motor arrangement 40 and associated vehicle. In theillustrated arrangement, the sun gear 84 is many times smaller (indiameter and/or number of gear teeth) than the first portions 86 a ofthe planet gears 86. The second portions 86 b of the planet gears 86 aremany times smaller (in diameter and/or number of gear teeth) than thefirst portions 86 a of the planet gears 86. In some configurations, thetransmission 46 can have an overall ratio of between about 1:20 to about1:40 or any value or sub-range of values within this range, such asabout 1:30, for example and without limitation.

FIG. 15 illustrates a vehicle, such as a child's ride-on vehicle 20 orother light weight vehicle, which incorporates one or more drive wheels22 each of which provides a drive torque that rotates the wheel 22 topropel the vehicle 20. Preferably, each drive wheel 22 incorporates ahub motor arrangement 40. Although a child-sized vehicle 20 is shown anddescribed herein, the hub motor arrangement 40 can be incorporated inother types of vehicles, as well. Furthermore, any suitable number ofhub motor arrangements 40 or drive wheels 22 can be used, including asingle wheel or all of the vehicle wheels. If less than all of thewheels are drive wheels 22, the remaining wheels can be non-drive wheels24. Such non-drive wheels 24 can be of any suitable arrangement, such asfixed direction wheels, steerable wheels or casters, for example.

Preferably, the vehicle 20 includes a body 26 that is supported by thewheels 22 and/or 24. In the illustrated arrangement, four wheels 22, 24are provided at each corner of the vehicle body 26 (only three arevisible); however, the vehicle 20 could have other numbers and/orarrangements of wheels, including one, two, three or more than fourwheels. The illustrated vehicle 20 includes a seat 28 for a rider of thevehicle 20 and a steering arrangement 30, such as a steering wheel orhandlebar, which permits a user to steer one or more of the wheels 22,24. The vehicle 20 may also include footrests 32 or another arrangementfor a user to place his or her feet.

The vehicle 20 preferably also includes a source of power, such as abattery 34, to provide electric power to the hub motor arrangement(s) 40via a suitable wired or wireless connection. The vehicle 20 preferablyalso includes a throttle or speed controller (not shown), such as a footpedal or hand grip twist throttle, that is accessible to the user andallows the user to modulate the drive torque produced by the hub motorarrangement(s) 40. A control arrangement or controller (not shown) canbe provided to receive signals from the throttle or speed controller,process such signals and provide control signals to the hub motorarrangement(s) 40. A suitable brake arrangement preferably is alsoprovided that is configured to provide a braking force to one or more ofthe wheels 22, 24. Such a brake arrangement could include regenerativebraking that charges the battery 34 during braking, if desired. Othernon-regenerative braking arrangements could be provided in addition orin the alternative.

FIG. 16 illustrates a vehicle, such as a bicycle 20, which incorporatesone or more drive wheels 22 each of which provides a drive torque thatrotates the wheel 22 to propel the vehicle 20. In the illustratedarrangement, the rear wheel is a drive wheel 22 that incorporates a hubmotor arrangement 40 coupled to a rim and tire assembly 150 by aplurality of spokes 152. However, in addition or in the alternative, ahub motor arrangement can be used with the front, steerable wheel. As inthe other vehicles disclosed herein, the bicycle 20 includes a battery34 electrically coupled to the hub motor arrangement(s) 40 andpreferably includes a controller and brake system. The bicycle 20preferably includes some or all of the normal components of aconventional bicycle, such as a pedal crank drive arrangement 154 (e.g.,chain or belt connecting drive and driven gears or sprockets), a mainframe 156, handlebar 158, front fork 160 and seat or saddle 162.

It should be noted that various changes and modifications to thepresently preferred embodiments described herein will be apparent tothose skilled in the art. Such changes and modifications may be madewithout departing from the spirit and scope of the invention and withoutdiminishing its attendant advantages. For instance, various componentsmay be repositioned as desired. In addition, any of the hub motorarrangements disclosed herein can be utilized with any of the vehiclesdisclosed herein, or can be utilized in any other suitable application.It is therefore intended that such changes and modifications be includedwithin the scope of the invention. Moreover, not all of the features,aspects and advantages are necessarily required to practice the presentinvention. Accordingly, the scope of the present invention is intendedto be defined only by the claims that follow.

1-14. (canceled)
 15. A hub motor arrangement, comprising: a housingdefining an interior space; a first interconnecting member positionedwithin the interior space of the housing; a second interconnectingmember positioned within the interior space of the housing andconfigured to engage the first interconnecting member; a plurality ofplanet gears positioned between the first and second interconnectingmembers; a ring gear driven by the plurality of planet gears; and amotor coupled for rotation with the ring gear and the housing; whereinthe first and second interconnecting members engage one another in aspace that is located between the plurality of planet gears in acircumferential direction.
 16. The hub motor arrangement of claim 15,further comprising an axle defining an axis of rotation of the housing,wherein a first end portion of the axle is located outside of theinterior space of the housing and a second end portion of the axle islocated within the interior space of the housing such that the axle doesnot pass completely through the housing.
 17. The hub motor arrangementof claim 16, wherein the housing is supported for rotation relative tothe axle by a bearing.
 18. The hub motor arrangement of claim 16,wherein the plurality of planet gears are positioned between the axleand the motor along the axis of rotation.
 19. The hub motor arrangementof claim 16, wherein a length of the axle is greater than a width of thefirst interconnecting member.
 20. The hub motor arrangement of claim 15,wherein the ring gear is a separate component from the housing.
 21. Thehub motor arrangement of claim 15, wherein the ring gear is integratedwith the housing.
 22. The hub motor arrangement of claim 15, furthercomprising a traction element that contacts a surface on which a vehicleis operated, wherein the traction element is carried indirectly by thehousing.
 23. The hub motor arrangement of claim 15, wherein the housingcomprises an axis of rotation and a central plane that is perpendicularto the axis of rotation, wherein the motor is offset from the centralplane along the axis of rotation.
 24. The hub motor arrangement of claim15, further comprising a first lateral support member and a secondlateral support member spaced from the first lateral support memberalong an axis of rotation.
 25. The hub motor arrangement of claim 24,further comprising a connecting shaft, wherein the connecting shaftextends from one of the first or the second lateral support member. 26.The hub motor arrangement of claim 15, wherein each of the plurality ofplanet gears is a double spur gear.
 27. A hub motor arrangement,comprising: a housing defining an interior space; a motor having a firstend and a second end; a first interconnecting member and a secondinterconnecting member positioned within the interior space of thehousing, the second interconnecting member configured to engage thefirst interconnecting member; a plurality of planet gears positionedbetween the first and second interconnecting members; a ring gear drivenby the plurality of planet gears; and a connecting shaft configured toprovide lateral support to the housing, wherein an end of the connectingshaft extends laterally beyond a first end of the motor towards thesecond end of the motor.
 28. The hub motor arrangement of claim 27,further comprising an axle defining an axis of rotation of the housing,wherein a first end portion of the axle is located outside of theinterior space of the housing and a second end portion of the axle islocated within the interior space of the housing such that the axle doesnot pass completely through the housing.
 29. The hub motor arrangementof claim 28, wherein the housing is supported for rotation relative tothe axle by a bearing.
 30. The hub motor arrangement of claim 28,wherein the plurality of planet gears are positioned between the axleand the motor along the axis of rotation.
 31. The hub motor arrangementof claim 28, wherein a length of the axle is greater than a width of thefirst interconnecting member.
 32. The hub motor arrangement of claim 27,wherein the housing comprises an axis of rotation and a central planethat is perpendicular to the axis of rotation, wherein the motor isoffset from the central plane along the axis of rotation.
 33. The hubmotor arrangement of claim 27, further comprising a first lateralsupport member and a second lateral support member spaced from the firstlateral support member along an axis of rotation.
 34. The hub motorarrangement of claim 33, wherein the connecting shaft extends from oneof the first or the second lateral support member.